which we won, which was the FBI grant. Talk a bit about the consortium, which partnership we have. Then the starting point, so we took actually over the research system of the CLL. That was our starting point, and from that on we developed.

Then we go to the specific subsystems, I would say, and then made it into integration and operation. And we ended a bit with market readiness. I will not really show what we're doing from this point on. There's many, because the REACH program has been concluded end of August.

So this is more or less an overview how we came to this point. If you want to look ahead, I will refer you to the top of the CEO type R in the next section of the luncheon. Then the program. So we had a fast track to innovation.

It's part of Horizon 2020. So that's the research and innovation program of the European Union. The point of fast FDI is we want to reduce the time to market of ideas. So it's really sort of this to bridge the gap between idea and commercialization. We were actually part of the FDI pilot.

So it's the first time they did this program. I think it was a success. So they're now doing this more regularly. So you can't find goals there. It has a 70 to 100% subsidy rate. So 70% for industrial partners and 100% for economic partners. The only problem is that it has a relatively low success rate.

We were quite lucky to get this. It was a good proposal, but still you have to be lucky to get this amount of money. I think the total budget of the program, I didn't put it here, but our program was 3.7 million. So that was all the partners and including the industrial companies.

Quickly look at the partners. So first REACH, that's the program, the name we found. Then TU Delft as the economic partner with Maxon Motor in the south of Germany for the control unit. We had Dromac, a Dutch supplier for specialty winches for the crown station.

And Genetix for the kite development in the south of France. And then we had Anadate, which is now under the working name Kite Power. Anadate is an official BB name. Who we found out as an American company doing batteries, also called Anadate. That's how we switched. And Anadate is difficult to spell on the code.

So Kite Power, people know what it is. The goals. I looked it up at the plan we've written off. We submitted more than four years ago. And these are the goals we set to the European Union that we would achieve within the REACH program.

Marketability, set of industry standards. We took TRO9. I'll be honest here. We didn't take this. Set up a supply chain and assemble, test, and operate at 100 kilowatts. Going forward to the starting point. So this, like I said, is actually the system being developed at TU Delft

for the Kite Power 2000 team. And it's a 20 kilowatt ground station. Which is over there. Back of the truck. The case used, the Kite Contoliant, as we call it. And then they had several kites, 14 and 25, 33. Okay. These are some small pictures.

Quite nice. Of the REACH or TU Delft team. That's Paul Rockos. One of the pioneers of the idea of air and energy. And you see it's sort of, this is more recent for our system. For this control system outside, on the table with the back of the van. That's where we started.

Also we needed quite some people to operate our system. We were sometimes with nine or even ten engineers on the field. So here we have four engineers with a small surf guide. That's me by the way. In wind and rain. And then if something happened on the KITU,

we were there with all these engineers gathering around this control unit, doing field fixes. That's the remote people we use. That's more or less the starting point. Lot of people really research the system. If we then look into subsystems,

we look at the kite. This was, we co-developed this with a partner, Geometrics. They make surf kites. And this is more or less the role we've taken the last couple of years. So we received a copy of the just as a spare by Geometrics.

And then we had a 40, and a 70, and an actual 45. These are actually our workhorses. We know these kites in and out, and we can test all kinds of different systems on these kites. So they're not used for actual power production, but we can test all kinds of software,

hardware controls on these systems. So they're really nice. Then we have the 60s, which came in, came in from this year, and even the 100s. Perhaps a picture of this. These are actually a 25, a 40, and a 60,

with our software engineers as a reference. These are not that big, but they're pretty big kites. And we're flying now the 60s right now. We have 100. That's more or less to do the upscaling, to see some drum handling. This is a kite we haven't flown yet.

But this is a proper Dutch time. I think it's around 185. And so the core of this kite is, I'm not sure I think it's around 400. It's a big thing. But still, if you pack it, it can go in a surf bag. You can carry it around with your people. It's really the first kite.

What did we learn, actually, from the kite development? We found on a regular stage, because one of the goals was to set up the supply chain, that Genetric was not really equipped to design these big kites. It didn't have the production facilities and also not the knowledge there.

So we actually took this fact, and we were outsourcing production. I think the main difference with surf kites, of course, is that we have a higher load per square meter, and we need a much longer lifeline. So we took this in our own development,

and even there we found out that the current factories, which you can use, are also not very much used this size. We need something between a kite manufacturer, who understands the construction, and a sailing manufacturer, which understands the size and the material. So we're currently back to using multiple suppliers for different subsystems,

for the canopy, for the reinforcement parts, for the bridle, pulleys, et cetera. If we then move on to the kite control unit, kite control unit was developed by Maxon Motors in Germany. The thing is messed up a bit.

I'll talk you over. But Maxon, they designed electric motors, drive planes for each land on Mars, so they're really good. And if we look at the development there, we have issue one, which was just for 400 kilograms of pulley load. But in order to get to the 100 kilowatt system,

we had to go to five tons. So we actually moved towards this. As opposed to issue two, which was developed by Maxon. Then we also moved towards us. We made the group version of issue 2.1, which actually can go to the five tons. I'm now putting all those learnings of issue 2.1 in issue three,

which will be more rockets and more commercial scale. Then again, I have some pictures to make it interesting, and not make this a long list of text. This is where we started. So this is the research system. So you can see a lot of cabling, and a sort of hobbyistic thing.

And this is something we need to improve. So that's also where Maxon held. This is actually a picture of the first issue as being developed by Maxon. And this is actually the basis of the issue we're applying now. Although we replaced more than 90% of the parts

from this compared to the Maxon design. But it looks a lot cleaner inside. And that is more commercial to industrial. If we then look at the learnings of the KSU, the type of portfolio, Maxon delivered those very good drive frames.

Already in early stage, we took over the electrical design. Well, it's the same development as Surin also showed this morning. This stepwise approach to develop PCBs. And we found out this is a supply chain of Maxon. They used a big series, a lot of numbers were actually not suited

to equip for the quick iterations we needed. So we needed to redesign in a couple of weeks. And they first had to do the design, then go to the suppliers, and then the suppliers took four weeks specifically to develop it. Then it needed to be sent to us.

So at some point we said, well, we also are taking this one because in-house we can make these quick iterations. And in the past example set, we within a bit more than a week, we really redesigned and manufactured and tested in the field an actual flight, a sub-system.

So we changed more from Maxon to a system supplier to actually drive to this point. Because that's also what I've called it. Like I said, KSHU 2.1, the improved one, we redesigned 90% of the parts in-house.

And we're now building a small series of KSHU 1s just to get the experience and also a lot of scale-up. And we're actually looking in the supply chain for the KSHU 3 equalizer series. This is a lineup of KSHUs. I think we soon will have around eight

to three of the old ones and five of the new ones. So this is actually some small series and we can scale up and have enough space to operate multiple systems. If you look at the ground station, Dromek was a very experienced partner.

He actually also used the winch for Amdex. And mechanically they are very experienced. That was done pretty quickly. So then we looked at the electronics and software, therefore quite specific for our application. That took a bit longer. By the end of 2017, we first used it.

And Q1 2018, we actually used transition 2 as our primary transition. We moved away from the research one. And then we actually started with transition 3. And with that we also have pictures. This picture is probably familiar because we also showed it on the last slide. This is transition 2.

So it's a big problem for both days. And this is actually our research room. It has a lot of capabilities. And based on this, we made actually our commercial version, which looks really boring because it looks like this. This is transition 3. We've actually modeled it inside the container so we can ship it all over the world.

It's designed on all the learns we have from transition 2 and also on cost. From transition 2, as I've told you, it's a very good development one. We like to have the temporary power storage

for transition 2. It's very specific. This is something we've learned from now on. We've been putting this together with go back to Q1. We had some good inputs from the Ministry of Defense from transition 2 to sort of point. They sort of walked around the thing. We trained with them. They pointed out, this will break.

That will break, that matter. And all these learnings are in transition 3. And we also saw, of course, within the REACH system, it was actually a development partner and still is, but we're changing now the role from a partner to a squire role,

which in the end is more of the relation you would like to see. Then the research, of course, is also included in REACH projects where the funding went to four different Ph.D.s to focus on modeling, reimagining the food resources, value analysis, and most of the variety in safety.

And there's still about six publications within REACH projects. I have to move on. Integration, I think this is just to see how the software developed. It's already 2017. We had a semi-automatic launch and now it's landing. If you wanted it in the pilot bus flight, so from that point on, we had many more actual pilots

to be able to control, as well as taking care of by the system, including safety and reliability. And so it's really automatic. This is actually how it looks now. You just place the guy there and get it running, and at that point you just push the button

and that's it. Operations, to speed up a bit, like I said in the beginning, we need a lot of people to operate everything. But if you were actually down to three last year, the standard system can be just operated by two people. And we keep it for an hour this way,

just because of safety. There's always two people. Longer than battery flights, very important. And currently we have six plans for these two units. We test weekly in a lot of things. Then a quick movie, but let's see,

this actually happened just after the previous runway, when we did a test on the Astadeg, so that's a dike on the north of the Netherlands, just to show you that it's not really quite difficult conditions, since it's actually a highway from one end of the country to the other, above the 2,000 UNESCO heritage,

and we operate it on these speeds. So this is just 150 by 100 meters. So this, you see the older system with a weak link, the grease system, safety cable, you see light linking, and you can see it's actually flying above the dike. We could only, for safety reasons,

we only flew under very specific wind conditions. We flew over the sea, not over the road, of course. But we flew this in the dark. Now we'll skip this, let's do this,

switch to dark, and this is the... Good. Like I said, we did a test with the military, we have a second program, and then these are all the pictures, there's the current system, operation, I don't have time anymore, so I think that's very important for now, actually. I think by the end of this month, we have our isosynth location,

where we need to do the operational hours, and these are quickly in conclusion, and it is important for now, actually really changing from the development of the operations company, and this one will make us ready for commercialization process.

Sorry to speed up a bit, we end up with this next one. Good, sorry.